Crank and gear case cleaner and flusher



Oct. 5, 193.7. I J. K. DELAN 2,094,916

CRANK AND GEAR CASE CLEANER ND FLUSHER Filed June 20, 1934 5 Sheets-$116611, 1

,2e "I l ,25' l :i 2y lll'` n I llI l? x 4'/ I '-'1 I 2o 37 I i 33 ay enge-O Oct. 5, 1937. J, K DLANO l 2,094,916

CRANK AND GEAR CASE vCLEANER AND FLUSHEIR- Filed Ju'ne 2o. 1954 5 sheaves-sheet 2 ISnnentor James It. ljelapo.

Oct. 5,'1937. J. K. DEL/(No f 2,094,916

CRANK AND GEAR CASE CLEANER AND FLUSHER F'iled June 20, 1934 5 Sheets-Sheet 5 mllllhllllml Oct. 5, 1937.

J. K. DELANO CRANK AND GEAR CASE CLANER AND FLUSHER Filved June 2o, 1934 5 Asheets-smeet 4 www lll IIIIIHIIlllllllllllllll EZ-715 nventor dames K, .Uelana Oct. 5, 1937. l J. K. DELANo 2,094,915

CRNK AND GEAR CASE CLEANER AND FLUSHER Filed June 2do, A1934 5 Shets-Shee't 5 Snpen'tor Patented Oct. 5, 1,937 v UNITED STATES PATENT OFFICE CRANK AND GEAR CASE yCLEANER; AND FLUSHER James K. Delano, New York'. N. Y.

Application June 20, 1934, Serial No. 731,458

4 Claims. (Cl: l84-1.5)

This invention relates to a universal cleaning and ushing apparatus for cleaning crank-cases,

gear-cases, transmissions, differentials, springs, etc., of automobile and other internal combustion engines, machines, and gearing that require cleaning from time to time, and their lubricant changed and renewed.

' While devices have been made for the cleaning and flushing of engine crank-cases, and others for the removal of old lubricant, such as heavy oil and grease from gear-casings, there has not been any device of a universal nature that will accomplish all of these operations as desired.

In the thorough cleaning of a crank-case, within a reasonable length of time, it is very essential that the entire interior of the casing be reached by the cleaning medium to remove all particles of grit and dirt from the corners and inaccessible places not readily reached by a direct jet of the cleaning fluid.` I have accomplished this by the use of a prope mixture f Voil andl air, which i`s brought to4 a high degree of temperature to reduce'it to an oily vapor before it isinjected into the case.

It has been found that such an oily vapor not only heats the casing, to assist the liquecation of the hardened lubricant, but by my method and apparatus employed, this oily vapor is injected into the casing under great pressure, whereby the entire inner surface ofthe casing is reached.

This oily vapor is entered into the casing in a series of injections, each of which comprises a predetermined quantity of the mixture of oil and air which has been confined within the heater for a predetermined length of time, within which its pressure has beenc built up and its temperature raised. When this has taken place, the charge is released and injected into the casing with considerable force-to reach the entire inner'surface, and, during the draining period, the next charge is being prepared, this action being repeated a number of times. This storing of vapor obviates the use of a much larger compressor and motor and gives the charge ample time to thoroughly heat in the transformer secondary.

oil or compound is added tothe cleaning mixture and this flushing compound is injected into the casing under pressure. u Y

In .the 'cleaning of gear-casings, differentials, etc., where thick lubricant has beenV used,'greater dilculties than thosein cleaning crank-cases are to be met with, as the old lubricant has become thick and hard packed intol the corners of the casing, adhering to the inner surfaces, it is required that the casing be heated so that this old lubricant will be melted down and reduced to a state where it will readily drain out. v

In my present invention, which is especially adapted for this purpose, the oily vapor being very hot, not only heats the casing, but by its nature, readily combines with the old lubricant, penetrating into and softening it quickly-,and easily and removing it from the casing.

The device may also be used in the cleaning of springs, and other parts of automobiles and the like,1 and is so arranged that a steady spray of oily vapor may be directed upon the part to be cleaned.

' quantity of oil or other cleansing compound and air may be mixed together, heated to convert into an oily vapor, and temporarily confined for a period of time until its pressure has been raised and also its temperature, When it is injected into the casing. This same process is repeated for a number of times before the injections are stopped and a volume of flushing fluid injected.

Another object of the invention is to provide means whereby the operations of the machine may be automatic, cyclic,"orlmanually controlled.

In the accompanying drawings, I have eliminated some of the parts in some ofthe views, so as not to confuse the illustrations. -I have alsd" omitted showing the electrical wires in the/se views, but have shown` a wiring diagram, as wll as a schematic view of the parts, to take care of this omission in the other views. I have also' omitted the outer casing-of the apparatus and the handles by which it is moved from place to place.

In the drawings:

Figure 1 is an elevation of one side of the apparatus, showing the top with a. part of thedrain pipe; the heater-deck with the heater thereon; thepump-deck with the pump, air compressor, motor and gear box; and the bottom with the switch, etc.

supply tank, some of the spacers and stay-rods being omitted.

Figure 2 is a side elevation of the drain funnel and injection nozzle with a part of the stand pipes, both injection and drain.

Figures 3 and 4 are enlarged detail views of the thermostaticcontrol, partly in section.

Figure 5 is an enlarged view, partly in section, o t the control or magnetic valve, and the means for operating the same.

' Figure 6 is a topplan view of the power-deck, showing the several units mounted thereon.

Figure 7 is another side elevation of the heater and power-decks with their units, taken from a different side.

Figure 8 is an enlarged detail sectional view of one of the switch control units.

Figure 9 is a. top plan sectional view of the same.

Figure 10 is 'a sectional view of the pressure switch.

Figure 11 is a top plan view of the top plate, showing the severalv control pointer levers, main Figure 12 shows another side view of the power and heater. decks.

Figure 13 shows an enlarged detail view of the gear-shift levers in the opposite position from that shown in 'dotted lines in Figure 11.

Figure 14 is a vertical partial detail sectional view of the ller and oil level gage, taken on'the line I4-I4 oi' Figure 11.

Figure 15 is an enlarged detailfview of the front and side of thel bridging switch for the timing gear. Figure 16 isan enlarged detail top plan view of lthe gear-box, with the cover removed.

ure 16.,

the same.

Figure 21 is anl'enlarged detail sectional view of Figure 22 is a schematic view of thel apparatus. Figure 23 shows a wiring diagram for the appa- Describing the apparatus' in detail. the main frame is composed of the bottom plate I8 which is in the form of a ring withthe open center for the oil-supply tank 35.A 'I'he ring I8 is provided with the upper angev II to accommodate the sheet metal casing,'which is not shown. Tothis plate I8, are secured thecasters I2 and a suitable pair of legs and a handle, also not shown, to support the apparatus and by which it maybemoved from place to place. I f

Abovethe `bottom I8, and spaced' therefrom, by the tubular posts I3, is the power deck I4, and again above this, and spaced therefrom by similar posts |3, is the heater deck I5, and again above cured the electrical motor 52.- A'Li'hismotor 52y this, and spaced by the posts I3,.is the top plate I6. All of the decks, top, and bottom, are retained together by theystay rods I1, passing through the posts. I3 and having nuts. I8 thereon.

A.which communicates with the drain pipe which is contained within the channel iox'niedfinv the top pme ls with its inner end threaded into the wall oi' said tubular boss I9, and its outer endgsupplied raised bosses 42 and 43.

per end of the pipe 29 is tted with a detachable injection nozzle 38.

Referring to Figure 11, the top plate I6 is also formed with a raised portion 3| which is provided with the filler opening 32 having a neck 33 and provided witha tlller pipe 34 extending downward through the decks I4 and I5 to and within the fluid supply tank 35. Also in this raised portion 3| is mounted the dial 36 of an oil level gage that is 'also contained within opening and the dialv 36 are protected by a hinged cover 38, as shown in Figure 7.

The top plate I6 is also formed with a raisedl boss 39 within which is mounted the usual type on and off switch 48 having the knob 4|.

- the tank 35, but not shown. Both the ller Also on the plate I6, there are formed. the two pin 44 and a hand lever or pointer 45, and is marked with the words, Start-Hold 5 seconds. lo the bottom of this boss 42 is se: cured the control switch box 46, shown 'in Figures 8 and 9, and'which will hereinafter be describedfin detail. The top of the boss 43 is marked with the words Flush-Clean, and is 'I'he b oss 42 has astcp.

provided with the stop pins 4I for the pointer y hand lever 49 which operates the gear clutch in the gear box through the levers and rods as shown in detail in Figures 11, 13 and 16, and which will be fully described.`

Upon the heater deck I5 is mounted theelecl'trical induction'heater 53, which comprises a laminated core 28| retained in a clamping frame 282 which'is mounted upon the deck I5. This core 28| is supplied with a primary coil 283 (Figure 23) of the usual type connected into the proper electrical circuit, and a tubular secondary coil 68, through which the oil to be heated is passed, is shortcircuited by having its convolutionsv brazed or welded to a strip or ,plate 284, as shown in Figures 3 and 4. To the plate v284 is secureda thermostat, (see Figures 3 and 4) comprising the resilient arms 285 and 286 o! bi-metal which are secured to and insulated from'said plate 284, and which are' provided 'with the contacts 2x81 and 288. To the rear of the arm 286 is mounted a plate v289 Aformed with a transverse holeY near the upper end therevof through which a pin 2I8, having one end secured to the arm 286 and the other end threaded for the adjusting nut' 2II, is mounted, Athe elec-4 trical connections being shown in the Figure 23.

Upon the p'ower d e'ck I4 'is mounted the transmission orgear box 54, and upon which is sedrives both the pump 55 and the airvcompressor 56, andthe transmission or reduction'garing in the box u. Mounted on the motor, shaft 21 is I secured a pinion 238 which is in mesh with and 70 drives the The air compressor 56 is of' the usual piston. type and isl provided with actop outlet 51 conspur gear on'the compressor shaft nected bythe pipe sa and checifvaive 5s to the 1s upper part of the heater coil 60, and by a pipe 6|, check valve 62, and the verysmall diameter tube 1| to the top of the lter 63. The shaft 64 of the compressor 56 has mounted thereon a spur gear 65, from the face of which projects a drive pin 66. y

To the rear of the compressor 56 on the deck I4 is mounted a support 61 upon which is secured the rotary oil pump 55, which is driven from the motor 52 through the shaft 21 and coupling 68 to the pump ,shaft 69. Said pump 55 is supplied with an adjustment 10 and the intake and outlet. The intake is connected to the oil supply tank 35 by the suction pipe 13 and also bythe T-tting 14 to aprimer pipe 15 having a plugged top 16 in the top plate I6, forthe purpose of priming the pump if required.

The outlet side of the pump 55 is connected by the pipes 8| and 84 to the cyclic operated valve |32 located in the gearl box 54, the operation of which will later be fully described.

This outlet pipe 8| is provided with a T-iitting 19, upon which is mounted the filter 63 by a short pipe 80. The oil from the top of the coil 60 is carried by the pipe 58 to the top 51' of the cornpressor. 56 where it becomes mixed with the air from the compressor 56, and both the oil and the air are carried through the pipes 6| and 1I to and through the filter 63 and pipe 84 to the valve |32. i

Between the gear box 54 and the pump base 61 on the deck I4, is mounted a box-shaped support 81,'within which is mounted the injection or cyclic valve, shown in detail in Figure 5, and which comprises the body 88 formed with the" two alined bores 89 and 90 which are connected by a small duct v9|. The upper bore 89 is threaded for attachment to the boss 92 of the cover 93 of the box 81. The lower bore 90 is provided with a valve seat for the ball valve 94 which is retained in a normally closed position by the spring 95, located in the hollow plug 96, and which is threaded into the lower end of th bore 90.

Within the duct 9| and the 4bore 89, and slid-l ably mounted inithe boss 92 of the cover 93, is a` rod 91. The lower end of this rod 91 is in contact With the ball 94, and the upper end with the foot 98 of a `magnet lever 99 which is mounted on the box cover 93 in such a manner that when the magnet -I04 is energized, the lever will be attracted thereto, depressing the foot 98 and the rod 91 to depress the ball 94 and open fthe valve, allowing the oil to enter the valve; -.through the pipe |00 from the lower coil |0| of the heater and pass through said valve and out through the pipe |02 to the injection pipe As the rod 91 must have some play in its bearings, and there may be some leakage in the box 81 of fumes or vapor, I have connected the box l81 by an exhaust pipe |03 with the corn- `pressor 56 so that all of the fumes will be sucked out of thebox.

The lower parts of both the box 81 and the compressor 56 are connected by a drain pipe |05 which leads by the pipe |06 to the tank 35, for the purpose of returning any leakage of oil back to the `tank 35.

The reduction gearing in the gear box comprises a frame 54 formed with the flanged ends |01 for attachment to the deck I4, and having a top |08, but which vis not shown in Figures 16, 17, and 18 to which I now refer. The frame 54 has no bottom, and is mounted over 'an opening 86.formed in the deck 4, so that all drainage and leakage will drain into the tank 35 which is directly under said opening 86.

Rotatably mounted Within the bearings |09 and I I0 in the sides of the box 54 is a transverse shaft III, and upon this. is secured the worm I|2, while oneend of said shaft is extended from the side of the box 54, and has secured thereon an arm ||3 which is rotated by the pin 66 of the spur gear 65 of the compressor shaft 64.

At right angles to, and below the shaft III, is

rotatably mounted on the adjustable point bearings |I4 and II5, the longitudinal shaft |I6. Upon this shaft I|6 is mounted -the worm gear ||1, which is.in meshwith and driven by the worm II2. A second worm ||8 is in mesh with and rotates a worm gear I|9 which is secured upon a transverse shaft |20 parallel to the shaft III. This reduction gearing is such that the shaft III lruns at approximately motor speed, while the shaft |20 makes one complete revolution every seven minutes. 'I'he rotation of the Worm I8 and the gear ||9 with the shaft |20 is controlled through a clutch'mechanism which comprises a member |2| secured to the Worm ||8 and freelyrotatable upon the shaft I|6. Secured upon lsaid shaft ||6 is a member |22, `while between said members |2| and |22 upon Vthe shaft ||6 is a sliding member |23 having secured to one side the pins |24 which slide through holes in the member |22, and upon the other side the pins |25 which are adapted to engage with and drive the pins |26 which are secured in the member |2I. The sliding clutch member |23 is operated by a yoke |21 which is mounted on a sliding shaft |28 mounted in the bearing |29 in the end of the box 54.

Secured to the `side of the box 54 by the screws |30 is the cyclic valve member |3I, shown in detail in Figures 20 and 2,1, comprising the body I3I which is formed with a threaded portion to which is attached the valve body |32 formed with the inlet p'ort |34 and the outlet port |33. To these ports |33 and `|34 are attached the pipes 83 and 84. Within said body |32 and secured to and rotated by the shaft |20, is the rotary valve member |35, formed with the right angle passage |36, establishing communication between the ports |33 and |34 when the' valve |35 is in the proper position, which in this case is once every seven minutes, unless otherwise stopped.

To the outer sidoof the box 54 is mounted a:

timing device |31, within which is mounted, on theextended end of the shaft |20, a timing disk of insulating material |38, which is formed withA a notch |41 in the periphery thereof. Attached to the said box |31, and insulated therefrom,

are the contact spring arms |40 and I4I. These |38 and place a tension thereon,.the cover |48 of the box |31 is provided withtwo spring arms |49, upon the outer ends of 'which are mounted the fiber contacts |50 which .ride and press Yupon the face of the disk |38.

,Y Mounted near the end of tho'shoft Hs and rotated thereby, is aspur gear |5`| lwhich'is in mesh with vand drives a spur gear |52 which.` is

secured on and rotates a shortshaft |53 ro- Y tatably mounted in the end of the box -54 and extending into a timing box |54 secured thereto. Within this timing box |54 and mounted on an insulated base |55, shown in detail in Figure 19, is th'e contactplate |55, having theJadjustable contact point |51 and the plate'l58 upon which is pivoted the breaker arm |59 having the I gear box 54, the shaft |28 is provided with a transverse pin |55 which is engaged by a yoke arm` |55 that is securedt'o a vertical rocker shaft' |51 having its lower end journaled in the flange |01 of the gear box 54 and its upper end journaled in the top plate' |5. By referring to Figures 1l and 13, it will be seen that t'o the upper end of this -ishaft |51 and under the top plate |5 is secured an arm |58 to the outer end of which is pivoted one end of an arm |58 having its inner end pivoted to an arm |10 which is attached to and moved by the shaft |.1 I of the pointer lever 48. 'Ihe outer end of the arm.|10 is secured by a spring |12-to` the outer end of an arm |13 which is secured to the top plate I5', the levers 49 and |1-0 both being secured to`L the shaft 1|, the movement of the lever 49 will move the lever |10 against the action of the spring |12,v which spring will retain it in either of its two positions. The pointer lever 49 thus movesthe yoke |55 to either engage or' dislever 49 is limited by the stop pins 41.

engage the clutch within the gear box. The movement of the yoke is' adjustable by an arm |14 secured to the shaft |51 and provided with a stop screw |15 threaded therein and abutting the side of the box 54. I'he movement of 'the pointer The manually operatedswitch 45, which is operated by thepointer lever 45, comprises an electrical switch box. 45 which is mounted under the top plate I5 and the boss 42 by a stud |15 formed on `the top of the switch box 45 and shaft |11 to the upper end of which is secured the pointer lever 45, and to thelower endof which' is,

` secured the cam |18 of .insulating material such a's fiber.

This 'box avpost |82 which is also` insulated from the box,

and to the oppositefsides Aof said post |82 are secured the two spring contact arms |83 and |84,

thel outer ends of which are provided with the contacts 200, which by the turning of the cam |18 are brought into contact with the ends of the binding posts |l9`a'nd |80, completing the circuit through the arms |83 and |84 and the post |82 from/ the source ofl power.

When the clutch in the reduction gear box 5 4.

is in theopen positionand when the-valve' passage |3/i's-closed, it is desirable to close the elec- ;trical circuit through the timer, and to :do this,

- vertical pipe leading from the fitting 19 in the pipe 8|, is composed inthe usual manner of twol 45 is provided with two binding posts |18 and |80 which are insulated from the box,

and within the box and secured by the screw |8| mechanical manner by the movement of the shaft |28.' The shaft |28l is offset bythe blockl |85 and the adjustable Aarm |85 threaded therein and having the fiber end |81.

This'switch comprises the casing |88 mounted 5,

` g'ether, by a strip of insulating material |88 and which have at their upper ends the contacts |93.

, 15 The strip |98 is in line with and adapted to be moved bythe end' |81 of the. arm |85 to close the contacts.

The oil filter 53y which 'is mounted upon the 'into a lower pressure chamber and an upper4 chamber within which is slidably mounted a rod y 220 having its lower end attached to the diaphragm 2|9 and its upper end to a plate 22| insulated from the rod 220 and having electrical contacts 222 that are adapted to contact with the contacts 223 and the terminals'224 to close the circuit when the diaphragm 2|9 raises the'rod 220 by the pressure built up in the pressure chamber and the oil line. The upper p arts of the device are covered by a cap 225.

In the yoperation of the device:

When the' machine is inoperative, or not inv use, the contacts of the switch'45 relay 50, 'and the contacts 223, 224 and 222, l|44 and'l45 are open. The contacts |99, |85, and' |50, |51 are normally`v open, and the contacts' 201, 208 are closed.'

To start 'the operation for vflushing the crankcase, the selector, handle 49 marked Clean- Flush", is placed at Flush" and the Amain' switch button 4| is closed. The `switch 45 is also held closed by theoperat ory and current flows from one side 25| of the mainline through the contacts of thevswitch -45 into the transformer primary 203 and to the motor 52 by the wire 252.

The return line from the motor 52 and primary'- 203 isjoined to the other side 253 of the main line as at 255 and thence back to the switch `48. l The motor 52 will' now startand run the compressor 55 and also the oil pump 55. 'The gear-u ing to the disk |38 will alsorevolve, causing the disk |38 to close the contacts 4|44 and |45. As the oil pressure is raised in 'the member 5|, the diaphragm 2|9 will cause the contacts 222, 223 85 land 224 to close, and as soon as all these contacts the main line.

The vstarting contacts of'the switch 45 can 15I e 2,094,916 now be released, as the relay 50 will close and hold closed the contacts 256.

Current also iiows Afrorrrthe side 253 of, the line at the junction 255 to the current breaker contacts |51 and arm |59 to the magnetic valve coil |04, hence back to the other side 25| of the line through the wire 252.

These contacts |51 and arm |59 are interrupted by a cam |62 which is driven from thegearing in the box 54, the interruption being timed'so that the compressor 56 makes several strokes and thereby has stored air in the heated coils 68 of the transformer 53.v The air so stored has oil in mixture with it supplied by the pump 55 from tank 35 and admitted to the air line at 58. The air and oil being held in the heated coils 60, the oil is soon in a vaporized state, and the air, due to expansion,increases its pressure and at in:-l tervals timed mechanically by the dwell of the cam |62, the contacts |51 close and the magnet |04 attracts the armature 99 opening 'the valve 88 allowing the heated oil-air vapor under pressure to be expelled with great force into the supply hose 30 and thence into the crank-case of the engine `being cleaned. The mixture gives up its heat to the Walls, etc., of the engine and the Vinterior of the engine is thus heated, and as the oil v aporcombines with the dirty oily residue in the engine it washes the interior'of the engine and drains out through the drain at the bottom of the crank-case.

It is apparent, that by this method of retaining the pressure at the valve 88, results of a hotter mixture an'd a higher pressure with a greatly reduced size and weight of apparatus can be gained. If, instead of storing the air, the compressor 56 discharged it directly into the heater and into the engine, a much larger motor and compressor and heater Would be required to give a continuous blast of hot air at the pressures being used in this device at the nozzle, and the weight of the apparatus and its size would be prohibitive for a portable unit.

The amount of oil entering the air line. at 51 is limited by the size of the pipe line 1| and is also limited to the amount which theheater will handle effectively. v

As the injections .are being made, the gear box 54 is slowly rotating the disk |38 and the rotor of the valve |32 which will alignl the ports Il:` so that just before the disk |38 reaches its shut-off position, and the contacts |44 and |45 open, the rotary valve |32 will open and the full pump pressure of oil will be put into the line 83 and thehose 30 from the pipe 84.

The excess or flood of oil will wash out the drainings, etc., in the crank-case and as the valve |32 again closes the contacts |44 and |45 will be opened by the disk |38, and as this interrupts the circuit through the relay coil 5|), the relay contacts 256 will open and current will beshut oi from the motor 52, heater 53, etc., and the iiushing period will be finished.

To repeat the operation, re-supply the tank 35 with the required amount of oil and hold the lever 49l which closes the contacts of the switch 46 again vand the cycle will be repeated. During the operation, should there be insu'cient oil supply for the pump, the pressurestat 5| will break the relay circuit and 'cause the motor 52 and heater 53 to be shut oft'. Should the heater 53 for any reason go beyond a given heat, the thermostat strip 206 will expand and open. the

contacts 256.

It is readily understood that the valve member |35 and the disk |38, being driven by the positive gearing can be set so that their timing will be accurate and in sequence of operation.

Should the operator wish to use the apparatus to clean out a transmission case, the nozzle is linserted into the drain ofthe case and the lever marked Clean-Flush is moved to the Cleanf position, which causes contacts |99, |95, |93, and260 to close. These contacts were open during the iiushing cycle, just described. Closing of these' contacts acts as a twobridge circuit around the timing contacts |59 yand |51. The turning of the lever to Clean also disconnects the gearing in the gear box 54 by releasing the clutch mechanism |22 and |23 in the gear box 54.

In Figure 16, the clutch parts are shown at |24, |23, |22, and pins |25, etc., so that the timing of the rotary valve |32 and disk |38 are not changed for a flushing operation, the arm |66 being moved to engage and disengage the clutch of the pointer 49.

If the gearing was'not disconnectedduring the cleaning period, the timing for Flushwould bev disarranged and it would require allowing the device to make a complete cycle to get back in proper time.

Bridging of the two circuits just mentioned causes the magnetic valve 88 to be held open and allows a full flow of hot oil and air mixture at pump and compression pressures to be supplied to the transmission casing. As this pressure is nominal, it will not blast or blow the grease which is melted by the heated mixture out of the drain hole, but by suffering a steady supply of heated oil, airin the transmission and its parts will readily heat up and cause the lubricants to become iluid and drain oif.` The thermostat and pressurestat however are still in circuit as safeguards for excess heat or pressure.

By the throwing of the selector 49 to either Flush or Clean, the same apparatus, heater, compressor,.pump, etc., is made to do both operations eiectively.

This cleaning period may be continued just as long as the operator may desire and may be stopped by turning oir the main switch. It has been found that such a jet of oil and airis very eective for cleaning the exterior parts of the engine, transmission, etc.

It is to-y be understood that the timing of the valve and disk for the cyclic operation may be `changed to give longer or shorter periods of spraying by ,a differentvg'ear ratio between the Worm ||2 and wheel ||1.

Having thus described my invention, what I claim is new and desire to secure by Letters Patent, is:

1. In a crank and gear case cleaning apparatus, comprising in part of a cleaning fluid supply tank, of means for combining air with the'cleaning fluid under pressure, means for heating the same to convert the mixture into a vapor, means for retaining themixture within the apparatus for a predetermined length of time, meansv for raising the temperature of said mixture during the detention period, means for raising the pressure of said vapor during the detention period, and

means for injecting the heated and'compressed' vapor into the crank or'gear case upon its having reached the predetermined state.

2. In a crank and gear case cleaning apparatus, comprising in part of a cleaning fluid supply tank,

of means for combining air with the cleaning uid, means for compressing the mixture while termined degree, means for releasing the heated subjected to the action of heat to convert the same into a vapor, means for retaining a quantity of said vapor within the apparatus-until its temperature and pressure has reached a predetermined degree, means for injecting such quantity into the crank or gear case, means for repeating this action, means for adding to said vapor a Y volume of the cleaning fluid for flushing the crank vor gear case.

"3. In a crank and gear case cleaning apparatus, comprising in part of a cleaning uid supply tank, o f means for combining air with the cleaning duim-means for converting the mixture into a vapor by the application of heat, means for inv 1 5 creasing' the pressure-of said vapor v'to a prede- I-`mined degree to vaporize the same, means for injecting the vapor into the crank or gear .case

and means for manually controlling the injection of the vapor.

JAMES' K. DELANO. 

